Accelerating control for carburetors



March 16, 1943. Q R NYD ACGELERATING CONTROL FOR CARBURETORS Filed Sept. 6, 1940 3 Sheets-Sheet 1 gwue/wtob CHARLES sNYDER ya. 74M

March 16, 1943. c. R. SNYDER 2,314,171

ACCELERATING CONTROLFOR CARBURETORS Filed Sept. 6, 1940 Fig. 2-

3 Sheets-Sheet 2 CHARLIE: s 12; SNYDER March 16, 1943. c R SNYDER 2,314,171

ACCELERATING CONTROL FOR CARBURETORS Filed Sept. 6, 1940 3 Sheets-Sheet 5 ESIiLS'k I 11 IIIIIIIIIIIIIIIIIIJ- Sal/012mm CHARLES R- SNYDER Patented Mar. 16, 1943 [UNIT D STATES PATENT OFFICE chum it. saves. mm: Beach. rn. I Application September 0, 1m, Serial No. 355,655

' Claims. (01. 251-34 This invention relates to an improved carburetor for delivering vaporized or gaseous fuel mixtures to the cylinders of internal combustion engines, the present application being a continuation-impart of my prior application, Serial No. 299,899 illedOctober 17, 1939.

It is an object of the present invention to provide a carburetor which will effect the delivery of a vaporized fuel mixture to thelcylinders of an associated engine to produce efllcient combustion therein under allcondltions of engine or motor vehicle operation.

One of the chief difllculties encountered in the operation of a motor vehicle is that ofobtaining rapid and efllcient speed acceleration. When an accelerator control is sharply depressed to obtain a sudden increase inthespeed of a motor-vehicle, the ordinary carburetor quite frequently does not quickly respond to the speed demand, or the associated enginemay choke'or back-fire.

In accordance with the present invention,

my improved. carburetoris provided, in the vaporized fuel outlet thereof ata point in advance of its throttle valve, with an auxiliary or supplemental liquid fuel inlet, the latter providing for a limited and automatically controlled inflow of a regulated quantity of liquid fuel directly into the vaporized fuel outlet passage of theacarburetor, this action occurring-when a demand for a suddenincrease or acceleration in the speed of the associated engine is created'by accelerator operation, and such supplemental feeding of liquid fuelinto thecarburetor for a predetermined period providing additional fuel for the required engine acceleration. 1 1

Another feature of the present invention is the provision of an improved fluid-actuated timing mechanism. which is responsive to manual actuation for thepurposeof effecting the opening of a control valve used in injecting supplemental quantities of liquid fuel into the outlet throat of the carburetor, said timing mechanism being such that after itsoperationv has been initially manually actuated, said mechanism will automatically return to its normal position, after Fig. 2=is a fragmentary view in side elevation disclosing the lower or outlet portion of the carburetor and also disclosing the supplemental fuel flow controlling valve andthetiming mechanism employed in controlling the operation of said valve;

Fig. 3 is a vertical sectional view on the plane indicated by the line III1II of Fig. 2;

Fig. 4 is a detail vertical sectional view taken through the primary fuel-admitting valve of the carburetor; Fig. 5 is a horizontal'sectional view on the line V-V of Figs. 1 and 4;

Fig. 6 is a detail vertical sectional view taken through the supplemental fuel admitting valve and its associated actuating mechanism and disclosing said valve in its open position;

Fig. 7- is a similar view disclosing thesupplemental fuel admitting valve in its position of closure; a v

v Fig. 8 is a similar view through a modified form of timing mechanism used in controlling the actuating levers for operat' actuation of the supplemental fueladmitting valve; v

Fig. 9 is a side elevational view disclosing the g the mechanism set forth in Fig. 8;

Fig. 10 is a detail vertical sectional view taken through a modifledform of cylinder for the timing mechanism.

The carburetor illustrated in the accompanying drawings is of the type disclosed in my aforesaid patent application, since the specific other differenttypesof carburetors may be employed." I i As shown in the drawings, the numeral i designates the outer casing of the carburetor, said casing comprising substantially circular upper and'lower metallic sections 2 and 3 respectively,

a predetermined intervalsof time, to seat the v .rupnler ental fuel-supply controlling valve.

ent invention; 1

through a carburetor formed in accordance with the presthe said sections being spaced bya rirn or annulus 4, which may be of a transparent or translucent mat-eriaL'if desired. The upper and lower edges of the ring engage with gaskets 5, and

clamping'bolts and nuts 1, spaced at circumferential intervals, are utilized to couple the seclineal form terminating at one end in an air inlet 9 of uniform diameter, the interior of the .conduit gradually increasing in diameter as it extends inwardly and downwardly toward the vaporizing chamber ll) of the carburetor.

Normally occupying the inlet 9 of the conduit is a disk-shaped shutter or plunger II, the latter having its under surface formed so that it is substantially convex, while its upper surface may be flat, the diameter of the shutter being slightly less than that of the inlet 9. Extending upwardly from the shutter is an arcuate arm |2, which at its upper end is adjustably connected, as. indicated at |3, to the outer extremity of an irregularly shaped arm H. The inner end or hub of the arm I4 is fixed to a transversely extending shaft l5, arranged above a stationary valve barrel IS. A spiral spring I! has its outer end connected as at |8 with an intermediate portion of the arm l4, while the inner end of the spring I'I may be suitably fastened to a stationary part of the carburetor casing, such as the top of the barrel l6, which is formed with bearings for the reception of the shaft l5. The tendency of the spring I! is to maintain the shutter or plunger II in the inlet 9 of the conduit 8, and in contact with a stop member, such as that indicated at IS.

The valve barrel I6 is provided with an axial bore 20 for the reception of a rotatable valve 2|, which constitutes the primary fuel admitting valve of the carburetor. Also formed in the barrel IS in spaced but parallel order with the bore 20 is a fuel passage 22, the upper end of the latter communicating with a pipe line 23 leading to a suitable source of fuel supply. Ordinarily, this source comprises the fuel pump of an associated automotive engine, although any other equivalent means may be employed just as long as the liquid fuel is delivered under pressure or gravity head to the passage 22.

The lower end of the fuel passage is in communication with the bore 20, as shown in Fig. 4, by means of a restricted, horizontally disposed, arcuate slit or slot 24. It will be noted in Figs. 4 and of the drawings, that thisslit or slot is disposed in registration with a pocket or recess 25 formed in the lower end of the valve 2|. With this valve positioned, as shown in Figs. 4 and 5, liquid fuel travels from the passage 22, through the slit or slot 24 and into the lower end of the bore 20. However, by rotating the valve 2|, the pocket or recess 25 may be moved either partly or completely out of registration with the slit or slot 24 so as to either restrict or fully preclude inflow of liquid fuel into the bore 20 through said slit or slot. This flow of fluid may be very minutely metered by the use of the construction disclosed so that precise proportion of the amount of air admitted into the vaporizing chamber I'll through the conduit 8 in relation to the amount of liquid fuel introduced into said chamber may be procured.

The rotation of the valve 2| may be obtained by providing its upper end with a beveled gear 26 which meshes with a gear 21 on the shaft I5.

Since this shaft is rocked by the movement of the arm l4, which responds to unbalanced air pressures on the opposite sides of the shutter H, a truerelationship is established between the inflowing air and liquid fuel streams. With the use of this construction, as suction forces are created in the vaporizing chamber of the carburetor, the air shutter responds to such forces by traveling inwardly into the conduit 8 against the resistance of the spiral spring ll. Since the diameter of the shutter is fixed, it follows that as the latter travels in an arcuate path into the tapering conduit 8, the free space between the peripheral edge of the shutter and the inner surfaces of the conduit gradually and progressively increases, thus responding to the volume of air entering the carburetor in order to provide means to measure and proportion the quantity of liquid fuel admitted to the carburetor in its different stages of operation. Since the air shutter is directlycoupled with the fuel admitting valve and the latter moves proportionately with the movement of the air shutter, constant and definite proportions are maintained throughout all stages of carburetor operation in the relative volumes of air and liquid fuel admitted into the mixing chamber of the carburetor.

The lower end of the valve barrel or guide 6 is externally threaded for the reception of a sleeve 26'. Within the-'confinesof the sleeve 26', the lower end of the barrel or guide l6 terminates in a reduced extension in which the slot 24 is formed. The sleeve 26' is formed with an apertured inwardly directed flange which receives and guides the lower. end of the valve 2|, and below this flange, the interior of the sleeve 26' is internally threaded as at 28 for the reception of an orifice nipple 30, the latter being provided with a vertical bore which approximately corresponds in diameter .to that of the valve 2|, the cut-out or recessed portion 25 of said valve stem providing a vertical opening for the descent of liquid fuel. The lower end of the nipple 30 terminates immediately above a rotatable fuel-disseminating disk 3|, which is mounted horizontally in the mixing or vaporizing chamber In for rotation about a vertical axis of the carburetor. This disk is adapted to rotate at high speeds so that liquid fuel particles, released from the orifice nipple 30 and deposited in the center of the disk, will respond to its high rotational speeds and be released by centrifugal force from the peripheral edge of the disk in the form of a flne mist or spray traveling horizontally, tangentially or radially in a substantially horizontal plane from the edge of the disk toward the inner surfaces of the ring 4. The centrifugal forces applied to the liquid fuel droplets by the rapidly revolving disk, results in the mechanical disintegration of said droplets into extremely fine particles, forming a mist or spray. Through this mist or spray, air drawn into the carburetor is advanced and intimately combined therewith while in the chamber l0 to produce an emcient fuel mixture for consumption in the cylinders of an associated interna1 combustion engine.

In order to effect the support and rotation of the disk 3|, there is fixed on the lower end of the sleeve 26' the inner race ring 32 of a ball bearing, the outer race 33 of said bearing being secured to the under side of a rotor plate 34 This plate supports the disk 3| for rotation in unison therewith by means of the vertically extending and circumferentially spaced pins 35. The top of the rotor plate 34 carries a plurality of circularly arranged vanes or buckets 36, which are disposed immediately below and in registration with the restricted outlets of a plurality of angularly and downwardly extending nozzle elements 37. These elements, as shown in Fig. 1, are carried by a ring 38, which has a threaded connection with the walls of a tubular extension 39, constituting the lower or outlet end of the conduit 8. Air thus traveling through the conduit elements 3 land which; because ofgtheir r estrictg';d h t i q e l d sc 1 a r: tn re rem= ttenvelocities ,in 1 the .forrn v of restricted streams, Wh m air s eam] ar ave ler a th i peak velocities; the same impinge :the: vanes or: u ke s-. 6 t r r- 4. ettinzup hi rat s ton l speeds? n t pa o the said otor an nism; by: which; the inflow vof Iithis-i supplemental its .eus e ea ruei 'di'sseminating-Ydisk' ,3 l 1 I t The extension 39,- as shown in-Fig. 1,;is forrrled wi h' s a e J t wmchia n rmal vacio ed by; a so hins, d1r n ed m te; strip for. i s I re rint 4 elngeass ated w h h strips to normally maintain the I latter in posit-. tions obstructing airflowthroughgtheslots 40. With the engine operating at lowspeeds, mostot the-air entering. the carburetor through the conduit 8;, will travel through -the nozzleelements;

31"before' entering the .mixing chamber It); thus n t j il v edm a io tthe ,d k; 3-1 ,at; lower engine speeds. As the;speed .of the engine; increases and .the 1 volume of '1 airw entering the carburetor correspondingly increases; lsufilcient, pressure will be built up lnthe extensiqn .38 to,

efiect either simultaneous pr I selective opening" of battle-plate 43, which directs air entering; the

fuel .supply-v 1 is terminated 1 automatically when the engine attains the desired accelerated speed;.

i-frherfitore in accqrdance: with these'ends; a r-fitting I52 is threaded-into the side-wall of -;the:- throat 41. This fitting is formed with a vertl-= cal bore having an enlarged valvee-receivingmm per portion 53; 1a somewhat1reduced-ylower portion- 54 and an intermediate, gtaperingvalve-seat 55.- ,.--Thereaded ,i-intoi the; lower portion 54-10! said rc s a; p p oup n iiizsv-carrying-a fuel; su ly: pipe 51, theaalatterybeingxzsuitably extended-ltd" andijolned with the pip'e, line [also that-liquid fuel under:v pressure;- or; under a; gravity; "head. 1 will be;;positively:adeliveredz ats-all times ztonthe'i lower ,portlonjl-oftthe bore "in the fitting 52. i The latter isgalsolformed with axrestrictedihori-tzontally -.extendin, port i 58, which a,.-1eads' from a the 1 ;sea t- 5,5 to the interior" of thethroatrl1i: A cylindricalvalve member, 59 isemployed forncon-rtrolling:thegsupplemental :flowiof fliquid fuelr through the fltting52 and :into:the thIOatI-1'. L The tapered lower end ofithei-va'lve 59 engages with the.- seat; 55 and: when :so normallye-posi-i. tinned closes the ,port -i58rutThe; upper end 'of thefs fitting 52 is threadedforathereception ota ca'p mixing;chamber ill by ,way. of the-slots Allinto; 1

paths indicated by .the arrow a. Likewise, the: diameter of thelrotor plate-r3 s considerably in I excess of that of the disk; 31 so thatair enter ing the mixing chamber through the. nozzle jets merges with theair stream introduced ;..by way 13 of the slots 40., The rapid air flow through the. mixing chamber does not interfere with the cen-,-

trifugal; release; of finely divided fuel particles through the peripheral edge ,of the disk 3 l Be-. v o low said disk, there is arrangedastationary baffleplateifle which is. supported ina horizontal plane by studs carried by'the casing section 3. The plate 44 is thus'disposed above thecarburetted fuel outlet 41,swhich latter isformed; In this ;outiet,-there is.,ar-; ranged the usual throttle-1 or butterfly valve. 48' fulcrumed' at its center, as indicated atqlil, A back-fire releasingtopening is forrned in the;v upper section 2 of the carburetor casing and is: normally closed by aspring pressed fiat valve 5l.-

in the section ;3.

The carburetor above described is substantial- 1y that disclosed in my aforesaid copending application, Serial No. 299.899. withthe exception that the valve 2i isrotatable in governing the admission of fuel into-the carburetor, rather than linearly slidablefsince I have found that the rotation of the primary fuel admitting valve ombodicsless friction in ,itsioperation and provides for a more accuratemetering of the inflow of the liquid fuel than does the slidable typel It isone of the purposes of the present inven-v tion to furtherin prove my carburetor, p'articua larly in the matter ofv renderingthe same in-v vanced in speed after being stopped, or when,

passing other vehicles moving in the same ell-.

rection. To attain such acceleration, I provide for the introduction of a supplemental quantity 60,; the latter 1 being centrally apertured -:for' the 62' is; anexpansion spring 63, the normaltendency'of which is to elevate the valve 55 and uncover the port 58a"- ,i

The spring :53, however, is normallyydepressed; and the, valve member 59 maintained inits seated positiom;bymeansof the-shorterarmtfl of a:

7 bell crank lever::65 the latterbeingrfulcrumedl as at 65 on the ,carburetor casing; Thisrbell crank lever. has its longer arm, as shown in Fig.

2, terminated in a collar. 61,;whichmovably surrounds. a timing, cylinder '68." The collar 51, in

the form of my: invention as 1 disclosed :in ,Figs: 2

and 3; is normally disposedv slightly-above a supporting bracket extension; 69, :which integrally and stationarily projects from the outer wallof the throat 41 of, the carburet0r..casing. Theup-.

per end of the cylinder 58 is'extemallythreaded for, the reception-ore .closurecap fill -and, normal1y,.theloweredge of the cap lll-engages with the collaril in order to-maintaimthe bell crank lever 65 insuch .position' that 1 its shorter arm 64 will holdthe valve, member59in-a-seated position. closing the port 58. The 10wer end' of the cylinder 68 v has integrally formed :therewith a head ll, inthe 2011031 portion of which is formed an annular seatfor the reception of the-lower convolutions of a helical-springv '12, the upper convolution of said spring beingengaged with the lower surface of the'ring shaped portion-of the bracketextension -lifli Therspring' 12 is of greater strengthv than thei'spring 63,:and is aided by leveragerso'that the springll will overcome the strength ofthe spring 63 in maintaining the valvemember55seatedt, Slidably mounted within the timing cylinder 68 is a piston 13, the outer periphery of which has but loose fitting engagement with the inner surfaces of the cylinder. The piston I8 is formed with a hub 14, said hub receiving the lower end of a stem 15, the latter being formed with a valve head 18. This head is normally positioned to occupy a tapered seat 11 formed in the under part of said' piston in order to close a multiplicity of oil by-passing ports I8 provided in said head. The piston 18 is permitted to slide for a limited amount of movement on the lower end of the a stem 18, this movement being controlled by means of a washer 18, carried on the lower end of the stem 15 and a coil spring 88, which surrounds the hub 14 and pressesagainst the washer 1!.

The upper end of the stem 18 passes through a stuillng box 8| formed in the cap and at its upper end is pivotally connected as at 82, with the outer end of a link 83, the other end of said link being pivotally mounted as at 84 on a stationary part of the carburetor casing. Intermediately of its length, the link 83 has pivotally connected therewith as at 85, 9, depending link 88, and the lower end of this depending link is pivoted as at 8'! to the outer end of a crank arm 88 which, in turn, is secured on the outer portion of the shaft 88 of the throttle valve 48. Also secured to the outer end of the shaft 89 is a second and longer crank arm 80, and to the outer end of the arm 90 there is pivotally connected the upper end of an actuating rod 9|. This rod is actuated usually by means of a standard motor vehicle accelerator control, such as is diagrammatically illustrated in Fig. 3 at 82.

In the operation of this supplemental fuel admitting mechanism, it will be seen that when the motor vehicle operator sharply depresses the accelerator 92, or its equivalent, the rod8| is moved upwardly in the direction indicated by the arrow B in Fig. 3. This movement rocks the shaft 88 of the throttle 48, moving the throttle to an open position in the throat 41, and at the same time elevates the link 88 in order to raise the stem 15 and the piston 18 in the timing cylinder 88. This upward movement of the piston 13, against the resistance of the oil or other fluid contained within the timing cylinder, creates suction forces in the bottom of the timing cylinder, below the piston 13, which result in upward sliding movement of the timing cylinder against the resistance of the spring 12, until the timing cylinder and the parts contained therein assume substantially the positions indicated in Fig. 6, wherein it will be noted that the bell crank lever, being freed from engagement with the cap 10, rocks under the energy supplied by the spring 63 to continue a position of depression of the accelerator control 82. The duration of this period of supplemental fuel injection may be varied by using springs 12 of different strength, by em ploying liquid of diiferent viscosities in the timing cylinder 88, or by adjusting the clearance between the piston 13 and the inner walls of the cylinder 88. After the cylinder 68 has been elevated to its maximum or any intermediary poution, the spring Iiexpands, so that the liquid above the piston 13 is vacuum pulled by the descending cylinder to pass into the lower portion of the cylinder below the piston through the clearance provided between the piston and the inner cylinder walls. As the liquid thus bypasses the piston, the spring I! is allowed to expand until the cylinder again assumes its fully lowered position as shown in Fig. 7. When so lowered, the cap 18 engages the collar 81 of the bell crank lever, causing the re-seating of the valve member 58. This may require any predetermined length of time, depending upon the acceleration properties of the associated motor under its normal load, as it is desirable to have supplemental injection of fuel for the entire period of acceleration.

This slow and timed descent of the cylinder 88 takes place when the piston 13 is held elevated by the vehicle operator pressing-on the accelerenable the valve member 58 to assume its open position uncovering the port 58. When the valve member 59 is thus unseated, motor fuel under pressure will be injected in limited amounts directly into the carburetor throat 41, where it is vaporized and admixed with the primary fuel mixture formed in the chamber Ill and carried into the engine cylinders. Preferably, the port 58 is located immediately above the throttle valve 48 so that it strikes this valve when injected into the carburetor and is spread over the surface of the valve for ready vaporization.

This injection of supplemental fuel is maintained for a predetermined interval of .time, the interval being of sufficient duration to enable the engine to acquire maximum speed or acceleration, after which a supply of this supplemental fuel is automatically terminated, regardless of the fact that the operator of a motor vehicle may still ator control 82. If the vehicle operator should release the control 92, in order to cease acceleration, the cylinder 68 rapidly or instantaneously returns to its lowered positIon since the release of the accelerator control causes the cylinder 88 and associated piston 18 to move downwardly as a unit in response to the action of the spring 12. This action continues until the downward motion of the cylinder is stopped by contact of the cap III with the collar 81 of the lever 65, thus terminating the injection period of supplemental fuel. Should the operator continue depression of the throttle valve to a position beyond this point of contact, it is impossible for the cylinder 88 to lower beyond this point of contact with the bell crank lever 81 and stem 15. Therefore, the lowering of the stem 15 causes the piston 13 to press against the oil or other liquid confined in the space between the bottom of the cylinder and the piston 13. This pressure will cause the spring to contract, thus exposing fuel by-pass ports 18, so that such liquid may pass freely from the bottom of the cylinder 68 to a position above the piston 13 with a minimum of resistance to the downward motion of the stem 15. After the stem 15 and the piston I3 arrive at a stationary position in their downward motion, the spring 88 causes the valve head 16 to seat, closing the by pass port 18 instantaneously, and therefore any subsequent opening of the throttle valve 48 by the operator of the vehicle will cause an opening of the valve 52 as previously described.

In the form of my invention as disclosed in Figs. 8 and 9, a somewhat different method or principle is used in governing the operation of the timing cylinder. In this form, the timing cylinder 68a is slidably positioned in the ring of the bracket extension 69a. A coil spring 12a of the contractible type is connected with the under portion of the bracket extension 69a and the cylinder 68a, the normal tendency of said spring being to elevate the timing cylinder. The top of the timing cylinder 88a carries a cap 10a, upon the top of which rests the collar 61a of a bell crank lever 65a. One arm of the lever 85a engages a head provided on the upper end of a stem iThe lower end gofjthej link 85d necte'd with a'jishortjcrankjarm vthrottlevalveshaftfBSirfifl .sha "890. carries b rocgea bffe aiv' e egm 7 fr 8 ,as r r nds ma ter 1 a mema ww.1- tain thedv'alve member in' anelevated or 'unseated lla'lis stronger than thespring 63d, itjlwould seem that the valvei'memberjiildfis normally main: tained seated even tn ughinnuenced byithe relaj tivelyweaker'spring 63th. V ,f I I "A an ed n th f' ylin'der 6, 41 is .a iston 13a; eme ,1 w r s l en sl l v j e e y s-l 'h d o tee li -lrwm l P eas wa dly through stufiing' boxf8jlajprovided1ih the cap The u a 0f t e te 1 4 o n c ed W th a'link83a pivoted asfat 84d; ,Iriterrnediatly a crank arm 80a which adapt d by a control n'ieans'j united with' 'a pedali'f i In the operation of'lthe mechanism disclosed, n F i accelerator control is fully depressed; the L stern 15d "is moved "in a downward direction carrying.

we e:

with it the piston 13a, thereby Dioducingpiessure on the liquid in the bottom or th cylinder, which;

causesthe timing cylinder'iflwto' be "moved downwardly against the resistance, ,of,the spring fi d 'mjo t c n, 1. 1 W fi0m the Ic'ollar 61a so that the bell crank lever 65a.

'will'be rocked to releasethespringli iia and'allow the valve member 59a to beunseatedg a in the previous na -v of my inventioi fOllowing th''un-I seating of the valve 59a, theijspri'ng 12d exerts its pressure'andfforces oil, or other fluid,

a' endegwhen the,

qu rements got these umerent sup mmentai fuel n ec o r ri -k If. a "timelthe g nerato Shou JrlI a hec e fa br. P a new b g er dz fl a ne aml te m n te due" c dawn wefdf' d F 1 lih l n 'i hI fi i n as ld m Wtjh Shr n l intil .s pleinental "irij ecaon ofi fuel .is stopped; The ape paratus i sfthus 'oneijof au bmeucibper'auofiend doesnot" necessitate .manualiattentiongiso" that there "is, no danger of excess ,Ifuel consumption byre onofv the emp ment:thegsuppie nt me in -sc nvink lm eab n,when coming fouled or unduly burned bvexcess quantit s] or a reel ,supplyl g I Ne c et if iieaii a l fiid By the], closure cap 10 of fthe-{cylinder B8 to prevent I undesired"vacinuris.fromloeing formed in the. up-,

. vent' i'salso p I closed in Fig-1,8.

let throat of me carburetorias disclosed-in Fig. 1,

from the bottoinfjo'f,'thecylinder SBdl tlirough the clearance spaces) provided between" the I piston 13d and the'i inner walls of theicylindenfefiecting,

a slow, definite return Lofj the cylinder to its nor-,'

mal position} Sudden release of the accelerator. pedal causes anaccelerated 'rturnof the timing,

cylinder to itsflnormal position.

To control 'theflextent of of thefvalve member 5 9',,the longeriai'm .of the bell cranklever 6 5, immediatelybenea'th the fit-[Y ting 52, maybe providedwith'a js'et screw 1.95.f This set screw engages the bottom of the fitting,'. 3 thereby limiting the rocking "movement'jer the" extent of upward movement, of the valveImemg l. ber 59 Similar control indicatedatJSSa in] hell cranklever, and, accordingly'Tlimitin'g the the form of my invention depictedin liig, 8. a,

In view of the foregoing, itwduid seem" t at the present invention provides noveLsimble "and efiicientmeans for efiecting the direct introduc tion for a predetermined'period of time of a supplemental quantity of liquid fuel into the carburetor of an internal combustion engine. The introduction of this supplemental fuel takes place only during critical stages of engine operation. namely, when it is desired to effect the rapid acceleration and speed of a motor vehicle from a standing start to a given driving speed or, more particularly, when passing motor vehicles traveling in the same direction at highway speeds. It will be observed that this injection of supplemental fuel takes place in an automatic manner without any attention on the part of the vehicle operator other than that customarily used in operating accelerator pedals. When the accelerator pedal is depressed either fully or in part for sharp acceleration, the supplemental fuel is injected into the vapor outlet of the carburetor. This injection takes place only for a definite o n ng ullse a ngi sitive fand'positi've control w r ons Q h ylind rsfi h e t erv qedi tarmac cylinders In 10, I111v employ aclosjedor' 'dorne-.-,likejfitt ing which may be employed *i'or While 1 'prefer"to mount thesupplemental'fuel injector in thefloult-j it will "be obvious to those s'killedin the are that the samemay be disposed in other locations with l;

respect-to the c'arlziuretor casing. My improved fluid-actuated t nung mecnani m provides roia T Y determinative period a: supplemental fuel" injejc-f tion by its" regulation of" the reflex' action of the return springs 12 and "12a, producing ajmore sen with the use of spring action alone.

What isclairned is:,;

i 1. mechanism forfintroducing supplemental quantitiesof fuel to, a carburetor during Periods; of engine acceleration, a,1ine-leading from a,

source of fuel and communicating with the interior of the carburetor,ja' normally closedjeon trolvalve in line, means for 1 actuating said valve, said means havinga motionitransmitting member, 1a bracket, a fluid-receiving v J, cylinder mounted for sliding movementin said bracket, resilient means'ffor jyieldably'resisting movement, of said cylinder in one direction'relative to saidv bracket to eause'said member to open said 'valve,-. said cylinder being movedby said-resilient-means I to effect the closingj'of said valve, a piston having a passage extending therethrough mounted for longitudinal movement in said cylinder, said piston having a valve seat formed thereon, a. piston rod connected to said piston, said connection permitting limited relative movement between f5: jopen vent, 1 1

than, can: he obtained quantities of fuel to a carburetor during periods of engine acceleration, a line leading from a source of fuel and communicating with the interior of the carburetor, a control valve in said line, spring means for moving said valve to an open position, motion transmitting means for moving said valve in opposition to said spring, support means adjacent to the carburetor, a liquid-receiving cylinder mounted for sliding movement in said support means, resilient means yieldably resisting movement of said cylinder in one direction in said support to cause said motion transmitting means to release said valve whereby it will open under the influence of said spring, said resilient means moving said cylinder in the other direction to cause said valve to move in opposition to said spring, a piston having a passage extending therethrough positioned for sliding movement in said cylinder, a piston rod connected with said piston, valve means actuated by said rod for controlling the flow of liquid through the passage in said piston, and motion transmitting means connecting said piston rod with said throttle valve whereby said cylinder will be moved in opposition to said resilient means to effect the opening of said control valve when said throttle is opened, the movement of said cylinder by said resilient means to close the control valve being retarded when said throttle is held open and simultaneous with the closing of the throttle when the latter is closed within a short time interval after being opened.

3. In mechanism for introducing supplemental quantities of fuel to a carburetor during periods engine acceleration, a line leading from a source of fuel and communicating with the interior of the carburetor, a valve of the quick opening and closing type disposed in said line, means for controlling the operation of said valve, said means having a motion transmitting member, a bracket, a fluid-receiving cylinder movably mounted on said bracket, resilient means ior yieldably resisting movement of said cylinder in one direction relative to said bracket to cause said member to open said valve, said resilient means moving said cylinder in the opposite direction to efiect the closing of said valve, said valve being retained in a fully open position until to move said cylinder to open the valve in said' line, movement of said throttle in a reversed di- I rection serving to open the passage in said piston.

' said body toward and away from said seat to control fluid flow through said line, spring means normally tending to move said valve away from said seat, a pivoted lever disposed for engagement with said valve to move the same in opposition to said spring means, means for moving said lever to eifect opening and closing movements of said valve, said means comprising a liquid-receiving cylinder, means for movably supporting said cylinder adjacent to a portion of said lever whereby the latter will be engaged and moved by the former upon movement thereof,

resilient means for moving said cylinder in one direction, piston means slidably mounted in said cylinder, valve-controlled port means in said pis ton to permit unrestricted movement thereof in one direction in said cylinder, and means connecting said piston to the throttle of said carburetor, movement of said throttle to an open position serving to move said lever to open said valve, said resilient means moving said cylinder into engagement with said lever to close said valve.

' 5. In mechanism for introducing supplemental quantities of fuel to a carburetor during periods of engine acceleration, a line leading from a source of fuel to said carburetor, a body connected in said line, said body having a valve seat, valve means disposed for sliding movement in said body toward and away from said seat to control fluid flow through said line, spring means normally tending to move said valve away from said seat, a pivoted lever disposed for engagement with said valve to move the same in opposition to said spring means, a cylinder, means supporting said cylinder for longitudinal movement, a lost motion connection between said cylinder and said lever, a piston disposed in said cylinder for sliding movement, a rod connecting said piston to the throttle of said carburetor, whereby movement of said throttle toward an open position will effect movement of said cylinder, resilient means for returning said cylinder to normal position, valve means on said piston for controlling the rate of return movement of said cylinder, the initial movement of said cylinder in response to the movement of said throttle effecting movement of said first mentioned valve to an open position, said valve remaining fully open until the final stage of movement of said cylinder to normal position.

CHARLES R. SNYDER. 

